Motor-vehicle.



7 Patented Apr. 24, I900. A. H. ova-mum &, J. H. BULLARD.

MOTOR VEHICLE.

(Application filed July 28, 1899.) (No Model.)

ll Sheets-Sheei l.

THE N'mms PETERS cc PHOTOLITHO WASHINGTON, 04 a No. 648,286. PatentedApr. 24, 1900. A. H. OVEBMAN' & J. H. BULLARD. MOTOR VEHIOLEV(Application filed July 28, 1899.1

(NovModeL) Q ll Sheets-Sheet 2 m: NORRIS PETERS co. PHuw-Lrmo.WASHINGTON. u. a

Patented Apr. 24, I900. A. u. ovEmnAn & H. BULLARD.

MDTOB VEHICLE.

(Application filed. July 28, 1899.)

ll Sheets-Shut 3.

(No Model.)

I I I I Lo Q I I I I I I I I l I r I oriogg-s' 7 Mb R a wx wa mws mNwTHE Ndnms Perms co. moruuruoq WASHINGTON. u c.

No. 648,286. Patented Apr. 24. I900.

A. H. OVERMAN &. J. H. BULLARD.

moron VEHICLE.

(Application filed July 28, 1899.) ('lo' Model.)

ll Shoots-Sheet 4.

l. H W

1n: rlonms PETERS co., Pumouma. wAsHmuToN, D. c.

No. 648,285. Patented Apr. 24, 900.,

A.. n. OVERMAN & .1; n.- BULLABD.

MOTOR VEHICLE. v

(Application filed July 28, 1899.) (.No Model.) ll Sheets-Sheet 6,,

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m: Nbama vznzns ca. Puoruurum. WASHINGTON. n. c

'No'. 648,286. Patented Apr. 24, I900, j

A. u. OVERMAN & .1. n. BULLARDQ MOTOR VEHICLE.

(Application filed July 28, 1899.)

(No Model.) ll Sheets-Sheet 7 1 Q 3 0 0 b J n m YHE Noam: FETERCR co;Pnorouwn" WASNINGYON, n. c

A L L u B H n N A M R E v o H MOTOR VEHICLE.

(Application filed July 28, 1899.)

ll Sheets-Shedt a (No Model.)

No. 648.286. Patented Apr. 24, I900;

A. a. OVERMAN- & J. n. BULLARD.

MOTOR VEHICLE.

(Application filed July 28, .1899.) (.No Model.) H Sheets-Sheet 10 NE ucuns PETERS w. mmoumou wuumo'mu n c No. 648,286. Patented Apr. 24, I900.A. H. 0VERMAN &. J. H. BULLARD.

MOTOR VEHICLE.

(Application filed July 28, 1899. N0 Model.) ll Sheqts-8heei ll @f (D GQ QC G Q- 3 0 0 0 GUCCI QLQ Q- Q J77Zp7%745: ZZ ZL; 7 w a;

Nrrni) STATES PATENT OFFICE.

ALBERT II. OVERMAN AND JAMES HUBERT BULLARD, OF SPRINGFIELD,MASSACHUSETTS.

MOTOR-VEHICLE.

SPECIFICATION forming art Of Letters Patent NO. 648,286, dated April24:, 1900.

Application filed July 28, 1899. Serial No. 725,406. (No modelJ and JAMES HUBERT BULLARD, citizens of the United States of America, residingat Springfield, in the county of Hampden and State of Massachusetts,have invented new and use ful Improvements in Motor'Vehicles,of whichthe following is a specification.

This invention relates to automobile vehicles of that class in whichsteam or otherelastic vapor is produced in a suitable generator andconveyed to a suitable motor, whereby the expansive pressure of saidvapor is utilized through suitable driving connections with an axle ofthe vehicle for driving the latter.

This invention has for its object the perfecting of the construction ofmechanisms and devices andtheir cooperative arrangement in connectionwith the generator and motor of said vehicles, whereby the principalfunctions of the said vapor-generator and motor are automaticallyperformed and the vehicle thereby rendered safe of operation by personsrelatively unskilled in the use and construction of such mechanism asconstitute the motive power of automobile vehicles; and the inventionconsists in the construction set forth in the following specificationand pointed out in the claims forming part thereof.

Many of the specific devices claimed in this machine are the subjects ofseparate patents, being related to different arts. We desire to givefull information relating to our invention and have herein described andillustrated parts which by the ruling of the Patent Office we are notpermitted to claim specifically herein. W'e desire to claim in this casesuch parts as relate to the vehicle as a whole and such modifications ofparts as we have devised expressly to adapt devices used in various artsfor use in this class of vehicles, and we illustrate our invention inits entirety to the end that there shall be no question of suchdisclosure as to enable persons skilled in this art to make and use thisinvention, reserving, however, such parts of our own invention as havebeen claimed or under the rulings of the Patent Office must be claimedin separate applications.

In the drawings forming part of this specification, Figure 1 is a sideelevation of an automobile vehicle embodying this inven tion, partsthereof being broken away. Fig. 2 is a longitudinal section of samelooking from the opposite side. Fig. 3 is a plan view with the seat andtop of the body removed. Fig. 4 is a cross-section on line A A, Fig. 2-,looking toward the rear end of the vehicle. Fig. 5 is a similarsectional view on line B B, Fig. 2, looking toward the front end of thevehicle. Fig. 6 is a plan view of the frame and running gear of thevehicle with the body removed. Fig. 7 is a perspective View of thegenerator and its burner, the Water and air pumps, fuel-tank,water-heater, and practically the entire circulatory system of thevehicle. Fig. 8 is an elevation of the feed-water and air pumps and theconnection between them, showing the feed-pump valve in section. Fig. 9shows in vertical section the pressure-actuated device for cutting offsteam from the steam-cylinder of the air-pump. Fig. 10 is a perspectiveview of devices for automatically locking the throttle-lever when thevehicle is not occupied. Fig. 11 is an enlarged sectional view of thedifferential gearing transversely of the plane of its rotation on line C0, Fig. 12. Fig. 12 is a sectional view of same in a plane at rightangles to Fig. 11 on line D D, Fig. 11, on same scale as Fig. 11. Fig.13 shows, on an enlarged scale, the application of a push-button to thesteering-lever for lighting an electric lamp. Fig. 14 is a detailed viewof the rear side of the engine-cylinders. Fig. 15 shows the rockingsupport of the engine and shows the entrance of live steam and the exitof the exhaust through said support. Fig. 16 shows, on an enlargedscale, adjustable stops on the frame for limiting the throw of thesteeringlever horizontally. Fig. 17 illustrates, on an enlarged scale,in plan view, the type of hydrocarbon vapor-burner employed. Fig. 18shows in vertical section a portion of one side of said burner.

The ordinary steam-engine has long been recognized as possessing manyadvantageous characteristics as a propelling-motor for antomobilevehicles, and efforts attended by more or less success have been made toovercome its obvious disadvantages. The latter have heretoforeconsisted, mainly, in the watchful care necessary to maintain apropersupply of water in the steam-generator and to prevent the overproductionof steam when the exigencies of the road do not require it and in theregulation of the combustible used to generate the steam, whereby normalsteampressure maybe maintained whatever may be the demands of'the motor.The present invention aims to overcome these objections by aconstruction in which these fundamental operations are automaticallyperformed without the assistance of the operator or driver and wherebythe latter has only to provide for a suitable supply of water in thestoragetanks provided therefor and a suitable supply of liquid fuel inthe tank provided for it,

. thus rendering the vehicle manageable by a person having practicallyno technical knowledge of engines or boilers.

The advantage in the use of a steam-engine as a driving-motor consistsin the facility of obtaining water for the boiler and kerosene orsimilar liquid hydrocarbon for fuel when on the road and in the factthat the repairing of such engines is within the capacity of anymachine-shop. Furthermore, hydrocarbons may be burned under a generatorso perfectly that no odor results from the combustion thereof, and allof the difficulties attendant upon the use of the explosive hydrocarbonsin the cylinders of a motor are avoided, such as the neutralization ofthe great heat generated in the cylinders, the consequent difficulty inproperly lubricating the same, and the disagreeable odor resulting fromthe exhaustion of the products of hydrocarbons exploded in the cylindersof said motor.

In carrying out this invention the wagonbody 1 is constructed of anydesired shape adapted to receive and properly support the generator,motor, and various tanks and appliances incidental thereto. This body ispreferably made of sheet metal, no wood be ing used where it would besubjected to the warping action of heat. Parts of the sides and ends ofthe body are made of two thicknesses of metal, as seen in Figs. 1, 2,at, and 5, in each of which are formed the flutes 2, oppositely located,whereby when said two parts are placed face to face tubular passages areprovided, within which certain of the pipe connections may be located,and as many of these flutes may be provided as desired.

For the sake of clearness many of the pipes shown herein have beenlocated where they would be plainly seen, and the flutes 2 referred tohave been shown as only two in number.

In practice these pipes not located in the flutes would be laidalongside the vehiclebody as far as possible, whereby the space aroundthe working parts of the mechanism would be left as free as possible.Furthermore, no elbows or T couplings have been ceases shown, as thescale on which the drawings have been made will hardly permit it.

The body of the wagon is supported on suitable springs 3 in the usualmanner, the said springs being pivotally suspended by their ends fromthe side-bars of the frame at et. (See Figs. 5 and 6.) The said frame isshown in plan in Fig. 6, in side elevation in Fig. 1, and in sec tion inFigs. 4 and 5, and consists of two diagonally-disposed tubular members 5and 6 on each side, to the ends of which are rigidly secured by suitableclips the front and rear axles 7 and 8. Between the rear ends of saidtubular members 5 and 6 are the transverse tubular members 9, andbetween the two in ner ends of the said members 5 and 6 at the forwardend of the frame is located the tubular member 10, which is connectedwith the drum 11 by a flexible pipe 12. Said drum is the feed-water andfuel heater, and will be re ferred to farther on. The forward outerextremities of the said members 5 and 6 enter opposite ends of a tube18, parallel with and slightly below the front axle 7. This tube issupported by said members 5 and 6, and along the rear side and underside thereof are a number of holes 1 1.

The several above-described tubes 5 and 6 provide a circuitous passagefor the exhauststeam as it issues from the drum 11, which passages,starting from the junction of the pipe 12 with the tube 10 and branchingright and left from that point, is the same on both sides of the frameand comprises the inner members of the diagonal tubular members 5 and (3and the rear transverse tubes 0, leading into the outer members of thesaid tubes 5 and 6, whose forward ends are connected with the forwardperforated tube 13. The exhauststeam travels thus twice the length ofthe wagon and partially across both ends thereof before it can escape tothe open air, and previous to its issue from the drum 11a part of itwill have been condensed by contact with the interior of said drum.

A truss-frame 15 is located over the front axle 7 and a secondtruss-frame it over the rear axle 8, said frames being attached by theirlower extremities to the said axles near the wheels thereof. The form ofthese trusses is shown in Figs. land 5. At each corner of the trusses,formed by the meeting of the inwardly and upwardly inclined part withthe horizontal part thereof, there is secured in a suitable manner thehorizontal and parallel side bars 17 18, on which the springs 3 aresecured, as already described. Suitable diagonal braces 15 and 16 are'PYOVltlGti. to strengthen said trusses, as shown in Figs. 1 and 5.

The parts referred to as the diagonallydisposed tubular members 5 and 6on each side of the frame consist of four tubes, each loosely screwedinto the cross-coupling 19 midway between the axles, whereby a certaindegree of diagonally-torsional movement of ITO the frame will bepossible without putting any strain on the latter. By the term looselyscrewed is meant that said tubes are screwed up to a stop in thecoupling 19 and then turned back one-quarter turn, approximately, to theend that said members of the tubes 5 and 6 may have some degree ofmovement in said coupling.

A certain amount of movement in said frame construction, as described,is desirable, but only a small amount, and the location of thetruss-frames over the axles and the side bars uniting said frames,between which there is also a little yielding to torsional movement,together with the axles of the vehicle, forms a construction of suchrigidity that beyond the slight above-referredto diagonal movementthereof it is rigid enough to hold up the weight of one of the wheelsunsupported.

The ends of the front axles 7 are provided with the Vertically-placedyokes 20, (see Fig. 5,) between the ends of which the short T- shapedpieces 21 are pivoted, on one arm of which the wheel is mounted in themanner usual in constructions of this class, steered by swinging thewheels instead of the axle. Steering devices are provided by an arm 22,projecting rearwardly from each of the said pieces 21, and rigidconnections 23, pivoted to the ends thereof, reaching therefrom to ahorizontal Y-shaped lever 24, to the two arms of which said connections23.are pivoted, said lever 24: being secured to the lower end of asteering-post 25, supported in a bracket on the forward axle and theframe. Said steering-post extends through the floor of the vehicle-bodyand has a steering-lever 26 pivoted thereto for a free swinging movementin a vertical plane. By swinging it horizontally the wheels may be swungdiagonally to the front axle in either direction to steer the vehicle.

The rear axle S of the vehicle is in two parts, and between its innerends, midway between the rear wheels, is located the usual differentialgearing. This is constructed as shown in Figs. 11 and 12, and isprovided with two sprockets 27 and 28, only one of which is connectedpositively with the gearing at any time for driving said axle parts, theother runnin g free.

To the rear ends of the tubular members 5 and 6 are secured two sleeves20, and in these are located the two parts of the axle above referredto. The rear wheels are attached directly to these axle parts,whichlatter rotate in said sleeves, the usual ball-bearin gs being providedat each end of said sleeves. Theinner ends of the latter are united by ayoke 30.

The intermediate sprockets 3l and 32, over which the chains from theaxle-sprockets run, are fixed on a sleeve adapted to rotate on a shaftsupported on and uniting two sleeves 33 33, having a sliding movement atright angles to the axle on the arms of afork 31-, extending between.the said yoke 30 and the engine, to which the arms of said fork arepivotally attached. A right and left hand threaded coupling 35 unitesthe stem of the fork 34 with a stem on the said yoke 30. The saidsprockets 31 and 32 are of different diameters, and as either one of thesprockets on the rear axle may be used for driving means are thusprovided for using either one of the two speeds which the said sprockets31 or 32 willgive. Between said sprockets asprocket 36 is secured, whichis connected by a chain with the sprocket 37 011 the crank-shaft of theengine. The latter is supported pivotally at 38 on a bar 39, (shown onlyin Figs. 2 and 15,) which extends transversely of the body of thevehicle and which is omitted from the other figures of the drawings,where it would be seen, for the sake of clearness. This pivotal supportof the engine permits the lower end thereof to be swung slightly by theoperation of the said coupling 35, whereby the drivechain from theengine to the sprocket 36 may be adjusted to a proper tension.

By the construction of the parts supporting the intermediate sprocketsthe manipulation of the coupling 35 operates to tighten either thedrivechain between the engine and intermediate sprockets or between thelatter and the sprockets on the rear axle, for as the fork 34 is movedaway from the yoke 30 it will swing the engine toward the front axle andtighten the chain between the engine and the intermediate sprockets, andwhen the chains between the latter and axle are slack the shaft hung onthe sleeves 33 will be drawn away from the rear axle, thus tighteningsaid chains.

The engine shown in this construction is of the ordinary twocylinderinverted type, connected directly with the crank-shaft,on which, asstated, is fixed the sprocket 37. This type of engine is not essential,however, and forms no part of the invention, and the only requisite ofany other type which may be substituted therefor being the capability ofswinging in a plane transverse to the axles to provide for the taking upof the slack of the drive-chains above described. The bearings 40, onwhich the engine swivels, and the tubular connections therein areillustrated in Fig. 15, and through these connections the steam isadmitted to the engine at one point and the exhaust escapes throughanother, which will be described more fully farther on.

A steam-boiler 4:1 is provided for the generation of steam for theengine. The boiler shown herein is of the common vertical-tube type. Anystyle of boiler may be employed. A hood 42 covers the top thereof and aline 43 from said hood leads to the rear end of the vehicle-body, asecond flue 43 (shown in Figs. 2 and 3) extending from under the hoodclose to the boiler downward to a point below the bottom of the vehicle,and into this second fine a pipe is introduced, whereby theexhaust-steam of the engine may be forced through said itluc if desired.A burner 1st,

IIO

i ceases adapted to the consumption of vaporized hydrocarbons, issupported under said boiler ell in any suitable manner to insure theeontact of the flames thereof with the bottom of the boiler. Thisburneris shown in Figs. 17 and 18 of the drawings, and a detailed descriptionthereof is not necessary, as its construction forms the subject of aseparate applica tion for a patent to be filed therefor. The descriptionof such parts of the burner that have a bearing on this application willbe given farther on.

A water tank or reservoir L5 occupies the space in the body of thevehicle near and back of the boiler and is provided with suitableopenings for the introduction of water, which openings are closed bysuitable caps 46. At any point at the bottom of said tank a pocket ordepression 17 is placed, covered bya piece of line-wire cloth to excludeany foreign substances therefrom, and the water for the boiler is drawnfrom said depression.

A pipe 48 leads to the suction-cylinder ll) of a feed-pump secu red tothe side of the body or other convenient support. The steamcylinder 50of said feed-pump receives steam from the boiler ll through the pipe 51,into which a pipe 52 enters, which is connected directly with theboiler. (See Fig. 7.) Said water-tank 15, owing to the restricted spacein the body of a vehicle, must from necessity be placed near the boiler,and to prevent as much as possible the absorption of heat from thelatter an air-space between said tank and the boiler and the draft-finesis provided, as shown in Figs. 2 and 8. This space may, if desired, befilled with mineral wool or asbestos to more perfectly insulate saidpart. For reasons set forth farther on it is desirable to keep the waterin said tank at as low a temperature as possible. Said pipe 51 not onlysupplies steam to said feed-pump,but also to the steam-cylinder 53 of anair-pump, whose pumpingeylinder 54: is connected by a pipe 55 with theupper part of a reservoir 50, supported near the forward end of thevehicle, whereby means are provided for fore ing the liquid fuelcontained therein through a pipe 57 to the burner il. This last-namedpipe on its way to the burner passes through the drum 11, which receivesthe exhauststeam from the engine and pumps and is therein heated beforeit reaches the burner. To raise said fuel to a desired temperature,

said pipe 57 may be formed into a coil in saiddrum, whereby the exposureof the fuel to the high temperature of said drum may be of such durationas will impart the desired temperature thereto. The pipe not only servesto convey steam to the feed-pump and airpump, as described, but, besidesthis duty, it conveys, by a branch 58, steam to the thermally-actuatedmechanism, whereby feed water is supplied to the boiler, and by means ofanother branch 59 supplies steam to the engine or motor. Both of thesebranches 58 and. 59 are shown clearly in Figs. 3, 4t, and 7 of thedrawings. At the junction of the branch 59 with said pipe 52 is athrottle-valve 60, the stem 01 of which is rotated to open and close itby a throttle-lever 62, an arm 6 on the hub of said lever having a linkcon.- nection, as shown in Fig. 1, with a crank-arm 64: on the end ofthe said valve-stem (31. A branch pipe 65 connects the pipe 52 with theboiler 41, and at the junction of said pipes is shown a safety-valve GU,having a pipe (37 leading down underneath the vehicle. Valves 68 arepreferably placed in said steam-pipe 52 substantially at the pointsshown, whereby steam may be shut off from either the engine or theautomatic boiler-feed devices or pumps.

As previously stated, steam enters the engine through the bearings '10,on which the engine is supported, and the exhaust leaves the enginethrough another part of the same bearings. The said exhaust from theengine and the exhaust from the steam-cylinder 53 of the air-pump enterthe same pipe 69, which by a short branch 70 connects with the pipe 71,which leads from the exhaust end of the steam-cylinder of the feed-pumpto the drum 1]., into which all of the e2-1hanst-steam enters. There aretwo pipes leading into the said drum through which steam may escape fromthe lat ter--viz., the pipe 12, whose functions have already beendescribed, and a pipe 72, extending backward and over the boiler andhaving its open end turned downward and in trodueed into the said flue43*, whereby, if desired, the exhaust-steam from the heating-drum 11 maybe directed down through said line 4 3 to produce an artificial draft ofair upward through the burner 41-1: and the fines of the boiler. Thisdisposition of the exhaust is sometimes rendered necessary when thevehicle has a following wind whose velocity is equal to or exceeds therate of travel of the vehicle. Under such circumstances the flue -l-3 iseither dead or the force of the wind maybe sufficient to cause a reversecurrent down the fines of the boiler and cause the llame of the burnerto be extinguished or rendered inef fective for the proper generation ofsteam. A valve 73, Fig. '23, in said pipe located at any pointconvenient to the hand of the operator. The said heatingdrum 11 may besupported in any convenient manner and at any convenient point on thevehicle, whereby the various pipe connections may be most easily andconveniently made therewith. One of the functions of said drumviz., theheating of the hydrocarbon before the latter reaches the burner-has beendescribed. its second function is to impart heat to the feedwatcin' Thisuse of the exhaust largely reduces the amount of steam which otherwisewould pass into the tubular members 5 and (.3 of the frame.

As stated above, a pipe connects the water-tank 45 with the suction endof the pumping'cylinder 19 of the feed-pump, and from the delivery endof the said cylinder a pipe 7-.l extends to one end of a jacket 75,inelos- ICC) ing a part of the thermally-actuated mechanism whereby thefeed-pump is controlled and whose operations will be described fartheron. From the opposite end of said jacket a pipe 76 (which is practicallya continuation of the pipe 74) extends to and enters the drum 11,wherein said pipe is coiled, and passing out through the opposite end ofthe drum extends to and enters the under side. of the boiler. Thus whenthe feed-pump is in operation the cold water passes through the pipe 74,the jacket 75, the pipe 76, throughthe coil inthe drum 11, where it isheated, and thence to the boiler. The water resulting from thecondensation of steam in the drum 11 finds an exit through the pipe 12to the condensertubes, which form part of the frame heretoforedescribed.

To obviate the necessity of constant watchfnlness on the part of thedriver of the vehicle to see that a proper quantity of water is alwaysmaintained in the boiler, an autoinatically-operating mechanism has beenapplied to this construction, which is actuated by the alternate contactof steam and water with a thermally-actuated device that starts andstops the feed-pump which supplies water to the boiler, and the saidalternate contact of water and steam with said device is, effected bythe rise and fall of the water-level in the boiler. Thisthermally-actuated device forms the subject of Letters Patent of theUnited States, dated February 13, 1900,

No. 643,319, granted to James H. Bollard. It occupies an important placein the combination of devices which forms the subject of thisapplication, however, and comprises an expansible and contractibletubular U shaped member 77, the two arms of which are substantiallyparallel and the upper arm of which lies a little below the plane of thenormal water-level of the boiler and is connected with or forms acontinuation of the pipe 58,which has a direct connection with thesteam-space of said boiler. The opposite arm of said expansible U-shapedmember passes through the water-jacket 75, and from thence enters thepipe 76, (see Figs. 3 and 7,) which is directly connected with thewater-space of said boiler, thus equalizing the pressure in saidexpansible member, whereby the rise and fall of the water in the boilerwill cause a like rise and fall in said member. The said member 77 issupported on a metal base supported by one end thereof on the wagon-body1, as shown in Figs. 1, 3, and 4 of the drawings. To provide against thedis-arrangement of the adjustment of the thermally-actuated devices byreason of the expansion and contraction of the base of said member 77,on which they are supported, thesaid base is made in two parts 78 and 79of different metals, whereby the expansion of one of them is oifset bythe different degree of expansion of the other, and a stable point ofsupport 80 is thus provided for the expansible member 7 7 against whichthe latter may act to move its opposite end, to which is connected thevalve-operating devices. These devices co nsist in a lever 81, pivotedby one end at any convenient point near the fixed end of said two-partbase which supports the member 77, and a pivotal connection 82 is madebetween the ends of an arm of said member which is connected with thepipe 58. The opposite end of said lever 81 is connected with the rod 83,which extends to and is pivotally connected with a crank 84 on the stemof a valve 85 in the steam-pipe 51, located in the latter, between theconnection thereof with the pipe 52 and the steam-cylinder 5O of thefeed-pump. Fig. 8 illustrates the type of valve preferably used inconnection with the said expansible U-shaped member 77. This isadisk-valve, so-called, and opens to its maximum extent bya very slightrotatory movement of the valve-stem and is a wellknown type. By reasonof the location at the arm of the member 7 7 which is connected with thepipe 58 just below. the normal level of the Water in the boiler, it isevident that normally said arm will be filled with water, and as thelevel lowers the said arm of said member will be vacated by the watertherein and said arm will be filled with steam from the pipe 58, whichbeing of a much higher temperature will expand said arm of said member77 and will cause the lever 81 to be swung, whereby the stem of thevalve 85 will be rotated sufiiciently to open the latter and allow steamfrom the pipe 52 to enter the cylinder 50 of the feed-pump and operateit to force water into the boiler through connections with the pumpingend of said feedpump above described. The rise of the level of the waterin the boiler due to the operation of the feed-pump will cause a likerise of the water in the tubular expansible member 77, gradually forcingthe steam out of the said member and causing the contraction of thelatter and the consequent closing of the valve 85, thus stopping thefeed-pump.

The quickness of operation of the abovedescribed valve-operating devicesis dependent upon the difference of temperature between the steam andwater, which alternately occ upy the expansible member 77,and to makethat difference as marked as possible the jacket 75 is fitted over thatarm of the said member 77 through which the water first flows from theboiler or feed-water heater when the feed-pump is in operation, and allthe Water drawn from the tank 45 by said feed-pump passes through saidjacket 75, and thus reduces the temperature of the water passing throughthe arm of the member 77 within said jacket. It is for the purpose ofreducing as much as possible the temperature of the water, as abovedescribed, that the tank 45 is separated from or insulated from theboiler, as hereinbefore stated. The construction of the saidsupporting-base for the expansible member .77, whereby the expansivemovements of said base are neutralized, and the provision of means forcooling the water which enters said member, all as heretofore described,are features of verygreat importance in the construction ofsteam-operated automobile vehicles on account of the very considerabledegree of heat to which these parts are subjected, owing to thenecessity of placing them in close proximity to the boiler. 'Withoutthese provisions the degree of opening movement of the valve is notuniform and the expansible member 77, which operates said valve, is slowin its action, whereas owing to the limited quantity of water carried inthe boiler and its great evaporating-snrface it is essential that thesemovements should take place with pereision and uniformity. The saidreservoir 56, as stated, contains liquid hydrocarbon, which is forced tothe vaporizing-burner 14 by means of air under pressure supplied to saidtank by a steam-actuated air-pu mp connected therewith by the said pipeA device for automatically maintaining said air at a constant pressureis provided and illustrated in detail in Fig. 8. In the steam-pipebetween the pipe 52 and the steamcylinder 53 of said air-pump is a valve80, whose stem 87 extends into a cylinder 88, within which is apiston-head 80, secured to the end of said valve-stem. Between the headof the cylinder and said piston-head is a spring 00, the tension ofwhich holds said valve open, and under these conditions the pump willoperate to force air through the pipe 55 to the reservoir 56. When thede sired pressure is attained in the said reservoir, the spring 00 willbe compressed by the back pressure of air acting against the under sideof the piston-head 80, whereby the valvestem 87 will move endwise,closing said valve, the lower end of the cylinder 88 being connectedwith the pipe 55 to that end.

If for any reason it is desired to use the air-pump for compressing airto a degree be yond that which the resistance of the spring 00 willpern1itas, fol-instance, in filling the pneumatic tires of the vehicle,for which purpose suitable connection may be made with the pipe 55meansare provided for closing the passage from said pipe to the cylinder 88by means of the valve shown .in Fig. 9. Normally said valve is in theposition shown in said Fig. 0, and air from the pipe 55 may pass throughthe aperture 91 and the annular groove 92 in the plunger 93 into thecylinder 88. Near the outer end of said plunger is a second annulargroove 9st therein, and leading into said groove from outside is anopening 95. Asecond opening 96 communicates with the interior of thecylinder 88 and is closed by the plunger when the passage from the pipe55 is open into the cylinder. By moving the plunger endwise to the leftthe said last-named passage is closed and the opening 06 into thecylinder is put in communication with the opening 05, permitting airunder the piston-head to escape. As long as air from the pipe 55 isprevented. from entering the ceases cylinder the air-pump will continueto operate, and any desired pressure within the limit of theboiler-pressure maybe attained. Upon releasing the said plunger thesprin 07 returns it to its normal position. (Shown in Fig. 0.)

The usual sight-gage 08 for indicating the height of the water-level inthe boiler is provided and is located in a recessed panel on the side ofthe vehicle, whereby it is not liable to he accidentally broken, and iseonnected by a pipe with the steam-pipe 100 and by a pipe 101 with thewater-space in the boiler. Said pipe 101 is continued to thesteam-pressure gage 102 on the dashboard of the vehicle. (See Fig. 5.) Asuitable watergage 102 for indicating the height of the water in thetank 15 occupies a similarlyrccessed panel on the opposite side of thewagon and connected by a suitable pipe 102 wit-h said tank. Saidrecessed panels (see Fig. are preferably made with their upper and lowerextremities open, thus giving access of the air to the interior of theve hiele-body. Near said steam-pressure gage 102 is the gage 103 forindicating to the driver the pressu re of air in the reservoir 50 and isconnected therewith by a pipe 1101. Below said air and steam gages is adial 105, whereon is indicated in gallons or other unit of measure thequantity of liquid l'iydrecarbon in the tank 50, and theindicator-linger on this dial is operated mechanically by a lleat 106,(see Fig. 7,) attached by arigid arm to the end of a shaft 107,extending from within the reservoir to the dashboard, and an arm 108 atthe latter end is connected by a rod with one arm of an elbow-lever 109,(see Fig. 5,) the other arm of said lever being suitably connected by avertical rod with the indi eater-linger in any suitable way to swing thelatter on its pivot, whereby its point will sweep over the face of ascale on the dial. Thus the rise and fall of the float 100 will actuatesaid finger to indicate the supply of fuel on hand. A small electriclamp is supported at some pointfrom which it will. illuminate the saidgages and dial and is opcrated by a battery 110, wires from which run tosaid lamp and to a push-button 111 on the steering-lever 2t. Said wiresrun inside of saidlever for the sake of convenience in handling thelatter. (See Fig.

As hereinbefore mentioned, the quantity of fuel permitted to enter theburner 4: 1 is regulated by the pressure in the boiler, and thus saidpressure is generated according to the requirements of the engine, andthis regulation of the combustible is effected by placing a valve 112 inthe pipe 113, which pipe (see Fig. 17) is exposed to the flame of theburner, whereby the hydrocarbon therein is vaporized. The stem of saidvalve 112 is connected with the flexible diaphragm inelosed in the caseof a regulator 114C, and the said. case is connected with the steam-pipe100. Thus a pressure in the boiler in excess of that through the seat118.

under which said diaphragm will operate will cause the closure of thevalve 112. The construction of the latter is such that the entire supplyof vaporized fuel can never be entirely out off, to the end that theflame of the burner maynever be entirely extinguished; but said flame isso reduced in volume by the regulator that it is insufficient to causethe generation of steam in the boiler. The pipe 113 leads into the bodyof a needle-valve, through which said fuel enters the body of theburner.

The reversing-lever 115, Figs. 1, 3, and 4, is attached to a shaft 115,whose inner end is supported near the engine, where by 'suitableconnections with the valve mechanism of the engine the latter may bereversed. The throttle-lever 62 swings on the same axis as saidreversing-lever and has a long hub 116, through which the shaft 115passes. Said hub of the throttle-lever extends some distance through theside wall of the body of the vehicle, and inside of the latter isembraced by a yoke 117, extending upward (See Fig. 4.) The upper end ofsaid yoke is attached to a flat spring 119, which normally is in theposition shown in Fig. 4, and when the yoke is thus held in an elevatedposition a stud in the lower end thereof (see Fig. 10) engages a grooveor slot in the said hub 110 and locks the latter against rotation, thuspreventing the manipulation of the lever 62 when the driver is not onthe seat of the vehicle. Said spring 119 is of such strength that theweight of a person on the seat- Wili depress it and disengage the hub ofthe throttle-lever and the locking-yoke.

In Figs. 11 and 12 of the drawings are shown the details of constructionof the differential gearing and the means for shifting from one speed toanother, as hereinbefore referred to. It has been heretofore stated thatthe engine was connected with the sprockets on the rear axle by twochains running over the intermediate sprockets 31 and 32 (see Fig. 6)and that only one of the sprockets on the differential gearing was indriving connection therewith at a time, the other sprocket runningloose. This differential gearing does not differ in principle from thatform commonly employed, and 120 represents the driven member thereof. Onthe sides of said member are secured by screws the rings 121, andbetween the latter and the sides of said member are the sprockets 27 and28 in the form of rings running in channels formed between said member120 and said rings 121. An axially-registering hole 122 is boredtransversely through said rings, said member 120, and said sprockets,and a pin 123 is located in said hole, said pin being of such lengththat when one end thereof engages one of said sprockets the opposite endthereof will be out of engagement with the other. WVhen it is desired toshift from one speed to the other, the said pin is moved endwise out ofengagement with one of said rings into engagement with the other.Suitable marks may be made on each sprocket over the hole therein whichwill indicate the location of the hole in the free sprocket tofacilitate the alinement of said hole with the pin when it is desired toshift the latter. Said pin is notched, and a springactuated detent inthe member 120 engages one of said notches and holds the pin inengagement with either of said sprockets. The ordinary brakestrap 122encircles the member 120, and one end thereof is fixed, and its oppositeend may lead to a brake-lever of any well-known form, either foot orhand operated.

Reference has been made to the tubular connection on which the engineswings,whereby the chains which transmit power to the driving-axle ofthe vehicle may be adjusted. The construction of these parts isillustrated in Figs. 14 and 15. In Fig. 14 the rear side of the cylinderis shown having the steam-inlet ports 124:, one to each cylinder, and anexhaust-port 125, common. to both cylinders. The tubular member on whichthe engine is supported is hung in the bearings 40, and between thelatter said member is divided by any suitable partition 127, and flangedbranches 128 are provided in said member on the inlet side of saidpartition and another flanged branch 129 on the exhaust side of saidpartition. By suitable screws or bolts said flanged branches are securedto said cylinders over said steam and exhaust ports, and the ends ofsaid member are united outside of said bearings with the steam-pipe 59and the exhaust-pipe 69 by union-couplings 130, whereby the said tubularmember may swing slightlyindependent of said steam and exhaust pipes.

In Fig. 16 is shown, on an enlarged scale, a plan view of the Y-shapedlever 24 attached to the steering-post 25. On a part of the bracketsupporting said post are two lugs located near the latter and adapted toreceive the screws 131, having proper check-nuts thereon. On said lever2d are two shoulders 132, substantially radial to the steering-post 25and which when the steering-lever 26 is thrown to one side or the otherwill come to a stop against the ends of said screws 131 before thewheels can be swung around far enough to strike the body of the vehicle.By still further limiting the throw of the steering-lever it is possibleto guard against the danger of upsetting the vehicle by the too suddenturning of the steering-lever by a novice.

The vapor-burner hereinbefore referred to is illustrated in Figs. 17 and18 of the drawings. This burneris of the type best adapted to the usesof steam-generators in automobile vehicles, and while this is the burnerpreferred another having similar characteristics may be used. Theconstruction of this burner does not form part of this invention, asalready stated, but a brief description thereof is necessary to a properunderstandtoo ing of the requirements of a burner to be used inconnection with the generator of an auto mobile vehicle. Theburner-body, which is a receiver for the vaporized hydrocarbon, isindicated by the numeral i i and may be of any shape adapted to conformwith the shape of the generator under which it is placed. Draft-fines 13lpass through said body, but do not communicate therewith. Close to andencircling the orifice of said flues on the top of the burner arelocated the burner-tips 1 :35. These may no of any desired number and asmall hole passing lengthwise therethrough communicates with theinterior of the receiver. The flame issuing from the tips receives theair from said lines necessary to combustion. The space between the topof the burner and the bottom of the generator is entirelyinclosed toprevent cross-drafts, and on the underside of the burner sheets ofperforated metal 186 are located, through which air to supportcombustion may freely pass induced by the heat above the burner; butsaid sheets will prevent any sudden putts of air through the llues,which when the flames of the tips are reduced might extinguish them.Vaporized hydrocarbon is supplied to said burner-alps by said pipe 113,which is placed. in coil form over the burner a slight distance abovethe flames and by which it is heated. This pipe is connected at one endto the burner through the said valve 112, and its opposite end isconnected with the pipe 57, a valve 137 being located in the la lterpipe in proximity to the burner. (See Figs. 3 and 7.) A trough 138 islocated under a part of said pipe 1.13 over the burner, and an opening139 is made through the casing which closes the space between the burnerand the bottom of the boiler, through which alcohol or some similarcombustible maybe introdued into the trough 1238 to produce the primaryvolatilization of a small amount of hydrocarbon "admitted to said pipe113 when it is desired to startt'ne burner. Said opening 139is tightlyclosed by a swinging door l-ztO. The said trough contains a sufficientamount of fuel to fill the body of the burner with enough vaporized fuelto heat the said pipe 113 to a degree sufficient to vaporize a full andcontinuous supply for the burner, it being only necessary to open thevalve in. the pipe 57 only as fast as the primary evaporation willpermit, to the end that no liquid fuel may pass through said pipe 115%into the body of the burner. Suitable devices 141 for admitting air tosaid receiver are located between the latter and the valve 112. From thepreceding description of this construction it is seen that all of thedisadvantages pertaining to the use of steam as a motive force forantomobile vehicles have been overcome and the principal functions ofthe engine and boiler have been made to take place automatically. Thesefunctions are preciselythose which heretofore have made it necessary toemploy a skilled engineer in steam-driven veceases hicles and have stoodin the way of the introduction of steam as a motl ve power lior'vohicleswhich are run on the public roads and are driven in a great majorityol.- cases by per-- sons who perhaps lanow almost nothing aboutmechanics, either in theory or construction.

The machine forming the subject of this application is so nearlyautomatic in its operation that it will practically take care of itself,provided it is furnished, as needed, water for the boiler and fuel bywhich that water may be converted into steam. Thus the functions of adriver may be red need to the filling of the water and fuel tanks and 21capacity to steer the vehicle. .As longas there is a supply of water andfuel the stcanrprcssure in the boiler will be maintained at normalpressure when the vehicle is not in use and without the intervention ofthe driver. For instance, should the vehicle be left standing for anhour or more, no steam being re quired for the engine, as soon asmaximum pressure is reached the automatically-operated valve 112 will beclosed by the diaphragm regulator, reducing the flame of the burner tominim um. As the water in the boiler falls below its normal level thethermally-actuatcd devices operate to open the valve in the steam-pipe51, which will start the feed-pinup and cause water to be drawn from thetanlt 45 and forced into the boiler until the normal. water-level hasbeen restored; when by the means described the steam will be cut oilfrom the feed-pump. This operation will be automatically repeated aslong as water and fuel remain in the supply-tanks, and as under suchconditions no steam is needed for the engine onlyaverysmall amount oieither fuel or water will be required to maintain normal steam pressurefor a considerable length of time, the vehicle being always ready tostart by simply opening the throttle-valve. The air-pressu re in thefuel-tank is also maintained automatically as long as steam-pressureenough remains in the boiler to actuate the air-pump.

"We do not claim herein the combination, with an automobile vehicle, ofa pivotallysupported propelling-engine, a brace between the crank-shaftof the engine and the axle, a sprocket on the axle and a crtuik-shalft,a drive chain engaging said sprockets, and means for lengthening andshortening the brace, whereby the engine may be swung for tightening andloosening the chain.

Having thus described our invention, what we claim, and desire to secureby Let l ers Patent of the United States, is

1. In a motor-vehicle,the vehielebody composed of sheets of metalcontaining flul es op positely disposed, metallic pipes located with inthese flutes, and a steam boiler and engine with which said pipes areconnected, whereby the pipes and fluted body mutually support eachother, in combination, substan tially as described.

2. In a motor-vehicle, the body tmpported IlC on suitable springs andrunning-gear, the frame consisting essentially of two diagonallyarrangedtubular members on each side, the axles connected to said diagonalmembers, and a flexible connection from said tubular members to somepart of the engine, to permit a water, steam or air circulation throughthe frame,while permitting the frame to yield relatively to therunning-gear, all combined substantially as described.

3. In a motor-vehicle, the frame composed essentially of twooppositely-arranged tubu-.

lar communicating members at each side of said frame, brace connectionsat the centers and tubular connections at the divergent ends of suchdiagonally-arranged members, and a flexible connection from the tubesthereof to the steam-drum, all combined substantially as described.

In a motor-vehicle, the frame having two diagonally-arranged tubes ateach side, connections between the rear ends and braces between thecentral portions of said tubes, and a perforated tube connecting theforward ends of said diagonal tubes, combined with supply-tubes wherebyexhaust-steam is conveyed to the diagonally-arranged tubes, and thetubular frame is made a condenser for exhaust-steam, all substantiallyas described.

5. In a'motor-vehicle, the frame having two diagonally-disposed tubularmembers at each side a connection from the steam-drum to the front oftwo of said diagonal members, connections between each pair of diagonaltubes at the rear, and a perforated tubular connection between thediagonal members at the front of the vehicle, all combined substantiallyas described.

6. In a motor-vehicle, the diagonally-disposed tubular members made insections and loosely secured to the central cross-coupling for eachpair, combined with the axles and body, substantially as described,whereby torsional movement of the frame is permitted, substantially asdescribed.

7. The combination of the diagonally-arranged members, the centralconnection from each pair permitting torsional movement, the axles, andtruss-frames connected to the axles and inclining upwardly and inwardlytherefrom, longitudinal connections from said truss-frames, and thesprings and body supported from said longitudinal connections, allsubstantially as described.

8. In a motor-vehicle, the axles, the body supported 011 suitablesprings and runninggear, the frame having tubular members arranged atthe sides and extending substantially from the front to the rear axleand having rigid supporting connections to the axles, and a yieldingtubular connection from some part of the engine for passing a gasthrough said tubular members, to permit a circulation within andcondensation by said tubular members, all combined substantially asdescribed.

9. In a motor-vehicle, a divided axle connected to the driving-wheels, ayoke support ing said axlesections, gears connected to the proximateends of the axle-sections, drivinggears of different diameters havingmechanical connections by which only one at a time may be connected tothe axle-gears, and driving connections from the engine by which,through an intermediate, the one or the other axle-driving gear may beactuated, all combined substantially as described.

10. In a motor-vehicle, a divided drivingaxle and differential gearsconnected thereto, a fork connected to the axle-support and inclosingdriving-gears operatively connected to the gears on the axle, adriving-engine pivotally supported on the frame and operativelyconnected to said driving-gears, whereby provision is made for theswinging of the engine in the direction of the length of the frame, toregulate tension on the driving-gears, substantially as described.

11. In a motor-vehicle, the diagonally-arranged side members the axleand trussframes, differential gears connected to the separate parts ofthe driving-axle, an engine yieldingly mounted on the frame and havingyielding connections to the differential driving-gears, whereby torsionand yielding of parts are provided for, all combined substantially asdescribed.

12. In a motor-vehicle, the driving-wheels and divided axle, the frameconnected to said axle and having loose connections for torsion andyielding, motor-gears connected to the driving-gears on the axle, and adriving-engine supported by a swivel-joint on the frame through whichjoint the motor supply and exhaust from the engine pass, all combinedsubstantially as described.

13. In an automobile vehicle, a propellingengine pivotally supported ona tubular memher through which the motive force for said engine mayenter the cylinders thereof, and the exhaust find exit therefrom; saidengine being adapted to swing on said member, whereby its crank-shaftmay be moved toward or from the driving-axle of the vehicle,substantially as described.

14. The combination with the driving-axle of an automobile vehicle and apivotallysupported engine for rotating said axle, a sprocket-wheel onthe crank-shaft of said engine, a sprocket-wheel on the saiddrivingaxle, a brace extending from said axle to said engine, a shafthaving a sliding movement on said brace toward and from said axle,intermediate sprocket-wheels on said shaft, chains I

